Engine-cooling system



Fein. 12, 1929.

`1.. V. GRANTIER ENGINE COOLING SYSTEM Filed Nov. 26. 1926 latented Fels. 12, 1929.

fr trier..

LESLIE V. GRANTIEB, on ROYAL OAK, intoetsen, essi/enen rro Macolin nnninfron se MFG. oo., on DETROIT, Mio' risen, n oonronefrion or tinnen.

ENGINE-comino ssrnivi.

Application filedv November se, 192e.r sensi no. 15eme.

This invention relates to Vapor or ysteam cooling' systems 'for f internal combustion engines as used on motor vehicles.

The object of the invention is to provide an improved venting meansl :for the condenser or cooler of the system so as toinsure the condensing of practically allsteam entering the vent from the condenser and thus avoid the escape and loss yot steam at the vent as heretofore. y

The, invention consists K further in the matters hereinafter described and claimed.

ln the accompanying dravvings-` i Fig. 1 is a side view (more or lessdiagrammatic) of anautomohile engine assembly equipped with a vapory cooling system having' a condenser or -,cool-er with vent means of my invention; ,4

Fig. 2 is a front View of the 'condenser to show that it resembles the customary auto-` mobile radiator; n y l Fig. 3 is an enlarged vertical sectional view through the condenser and showing my improved venting system;

Fig. l is a rear view of the upper of the condenser to show vent tubes;

5 is a vertical section taken 5-5 of Fig. l; .and

Fig. 6 is a horizontal on line 6 6 of Fig. 3.

1n Fig. 1, 1 indicates the ternal combustion engine of the automotive type, and 2 indicates the head clampedon the block over the "upper ends of thecylinders 8 therein asin engines otthis kind. The block 1 has thesusual ,wa-ter 'jacket chamber portion on line sectional view taken 4 about the cylinders andthehead has an` upwardly extending -fmanifold 5 in direct Y communication ywith said chamber and forming steam collecting` space above the same, as shown.

Arranged in front of the hlock 1 is a con-k denser or cooler 6in accordancewit-h the usual automotive kkpower plant` design., VA,

conduit 7 connects'the upper end oi" thefcoin denser 6 with the manifold 5 above the water level a therein. Belowfthe kcondenser is a,

end oir' the reservoir and has its intake con-y blockot an innected with the bottom thereof hy a conduit Conduite 12 and 13` extend upward ,from the pump.) and are `connectedattheir lower ends with the discharge and intake,y sides, respectively, ot said pump. .'lhe upper` end ofthe conduit r1Q connects with the lower portion oi the Water jacket 1, while the upper kend of the conduit 13 connects with the manifold 5 at the normalwater level e'therein, as shown. l

When lirst puttingy the" cooling;

y system in operation, `the reservoir D O filled vwith wuter to about the levell o', any excessovertlowing` through the illing neck on top of the reservoir.` Onlirst starting the engine, the pump 10 fills the jacket 1 through conduit 12, drawing water for ,the purpose `from the reservoir 8 and lowering the level therein to epproximately that indicated by the dott-ed linee.` "lf/*Jhon the jacketr iills'tothe level a, all excess water pumped into the jacket through conduit 12 lay-passes hack to the intake oit the pump through conduit 13 wliichis madelarger in diameter than conduitf1?r so as to takecare ot the excess .water 'without allowingitto hack up inthe manifold 5 or overflow into the condenser 6.

The circulation of water' through the jacket 4l, conduitsl,r 13 and pump Q10 continuesV without passing` tlnough either ythe condenser G or the reservoir 8, with the result that the circulated liquid is not ,subjected to anyappreciable cooling action, and itsftemperature from the heatljofl3 the enginefcylin ders quickly and yiapidly rises to the ,boiling is completely f l point. kflfhis allowsthe motortowarm yup f quickly and. remainy at afsubstantially' constant temperature during operation, irrespectiveoia load, speed or weather conditions. As soon kas steam is given olia at the level a, it rises into the manifold 5 and passestherefrom into theupperend ofthe condenser 6 where ythesteam is condensed as itjpassesf downward through thepassag'es in thecondenser. A fan 14 isassociated with the con-r kdenser 6 rand is preferably oper" tedhy the engine, to draw currents-ot air, throughthe condenser to condense the'steam therein.

The condensed lsteam flows into the lower end of the condenser and passesy therefrom as condensate into the reservoir 8 so aste return to the system and thus allow thecooling liquid to be usedover and over again without replenishing eXcept at long intervals. So much of the system shown and described forms the subject matter of my co-pending application Serial No. 101,034, tiled April 10, 1924.

In said application, I have shown the vent for the condenser exterior thereof. and in the form of a relatively short pipe let into the upper side of the conduit9 connecting the lower portion of vthe condenser 6 with the reservoir 8. A ventof that Character is necessarily small and possesses practically no cooling surface or volume with result that steamy may escape to the atmosphere from the condenser and be lost. This especially takes place when thek engine is stopped after being under heavy load, at which time the excess heat in the block 1 is given upv to the cooling watercausing it' to continue .to boil. The fan 14' is not in operation and there is little cooling of the steam in the condenser`6, which is already at a high temperature due to the interrupted air Steam therefore passes through the Vcondenser without being wholly condensed and escapes at'the vent and isentirely lost.

ary automobile radiator so as toiit in with the customary automobile design. The condenser has upper and lower `chambers or headers 15, 16 and an linterposed core17 of either the tubular lor the cellular type, mounted within an outer casiiigor shell as in radiator design.

The core 17 has a plurality of vertically* 'disposed passages similar Vin structure and design and suitably spaced apart "for the lpassage of currents of air between them as yin automobile radiator practice. `'Ihese "passages are divided into two sets,'the Lpassages 18 of one set being far greater in number thanthose of 'the other set and extending between and connecting the upper and lower ehambersor headers 15, 16. This allows the steam to Aiiow from the upper to the lower `header and condense'vin the passages 18, the condensate collecting in the lower header 16. The passages 18f1-of the other set yare at the opposite sides of the lcore and open into the lower `header 16 only, the latter being made longer than the upper header forthe purpose. The upper ends of the 'passagesV 18 terminate short of the upper header 15, and there yopen into expansion chambers 19, 19 built in the core structure at the sides thereof as shown in lEach chamberi19 has avent pipe or tube 20 leading out of the same at the rear of ythecoreras shown in Fig. d. These. pipes header 15 just below the duminy'iilling neel;

21, with which the upper header 15 is'provided in order to give the condenser16 the V'full a3 earance -of the customary kautomobile radiator. vOne of 'the pipes 20 opens into thel neck 421 and the latter has a cap 22 with a vent'opening 23 to theA atmosphere 4Asshown in'Fig. 6, the vent passages; '18 extend from the front to the rear'of the coreto the same extent as the steam passages 18. This,-coupled with the fact that there are atmultiplicity -of these vent passages and that they are'almost as long as the steam passages provides the vent `passages with considerable radiating or cooling surface and eXpansionUspace to effecttlie condensing of *practically allv steam vapor which enters the vent passages from the lower header 16. 'f-Moreover, with the expansion chambers 19 at the upper ends of the vent passages further' opportunity afforded-for `any steam getting past the vent passages to condense before `reaching the' atmosphere through thetubes 20,20 and the neck 21. Furthermore, 1 with the vent passages 181flocatedfat-the opposite sides of the core and out of the direct parli of f the steam flow through thepassages 18, the

vent passages 18a willbe at a lowerteinperature than the steam passages 18,. and thus serve I to condensey substantially rall steam entering the same under nearly Yall operating conditions. Consequently Ywith my invention, substantially, if not all, steam ygenerated duringthe'operation of the system--iscondensed and returned kas condensate to the system *without any 'being lost through the vent as heretofore. Thus with my invention there/is very littlelossrof steam'at the vent even under heavy steamingcondi'tions `with the result 'that vreplenishing ofithefsystem withvwater or cooling liquid isfmade unnecessary'except over long fof vent `means incorporated in the structure y of the condenser at the opposite sides thereof and extending upwardly along the same :trom the lower portion of the Condenser and havingl a relatively large radiating surface and volume so as to condense substantially all vapors entering the vent from the oondenser to avoid the loss of vapors therefrom.

2. A condenser for vapor cooling systems for internal combustion engines, said oondensex' having a condensate collecting chamber and vapor passages opening into the same, and vent'means lor said chamber, said vent means having a relatively large radiating surface and volume so as to condense substantiallyr all vapor entering' the vent from the condenser to avoid the loss of vapors therefrom.

3. A condenser ior vapor cooling systems for internal combustion engines, said condenser having afoondensate collecting Chamber and vapor' passages opening into the same, and vent means for said chamber, said vent means embodying a multiplicity ot passages open at one end to the atmosphere and connected at the opposite end to said chamber, said vent passages being long enough and suiiicient in number to condense substantially all vapors entering the same from said chamber.

l. A. condenser for vapor Cooling systems for internal combustion engines, said oondenser having upper and lower vapor ree ceiving and condensate collecting headers, respectively, and a core structure between said headers and having a multiplicity oi' vertically disposed vapor and vent passages spaced apart for the flow of air currents between them, the` vapor passages opening into both headers while the vent passages and at their lower ends into the lower header, said vent passages being similar to and substantially as long as the, vapor passao'es and sufficient in number to condense substantially all vapor entering the same from the lower header.

5. A eondenser for vapor cooling systems for internalA combustion lreiigines, said condenser having upper and lower vapor receiving and condensate collecting headers, respectively, and a core structure between said headers and having a multiplicity of vertically disposed vapor and vent passages spaced apart for the ilow of air currents between them, and expansion Chambers in the core structure on the opposite sides thereof and open to ther atmosphere, the vapor passages opening `into both headers, while the vent passages open at their upper ends into the expansion chambers and at their lower ends into the lower header.

A Condenser for vapor cooling systems for internal combustionengines, said oondenser having a core structure including upper and lower headers and vent and vapor passages between them, expansion chainbers in the Core structure at the opposite sides thereof and having the upper ends of the vent passages communicating therewith, vent pipes for said chambers, and a tubular neel; on the upper header and opening to the atmosphere, said pipes being upwardly inclined and Connected together adjacent said neclr with one pipe opening into the same.

ln testimony whereof ailix my signature this 22 day of November, 1926.

LESLIE V. GRANTIER. i 

